Coil spring for suspension

ABSTRACT

A coil spring includes a wire formed of spring steel shaped to be helical, and is compressed between an upper spring seat and a lower spring seat. The coil spring includes an upper portion and a lower portion. A positive pitch winding end portion is formed on the upper portion of the coil spring. A terminal-point-strong-abutting-portion is formed at a distal end of the winding end portion. The terminal-point-strong-abutting-portion is in contact with the upper spring seat at one point at a position deviated to an inner side of a vehicle with respect to a coil central axis. On the lower portion of the coil spring, an end turn portion which contacts the lower spring seat is formed at a position deviated to an outer side of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a Continuation Application of PCT Application No.PCT/JP2016/078908, filed Sep. 29, 2016 and based upon and claiming thebenefit of priority from prior Japanese Patent Application No.2015-196036, filed Oct. 1, 2015, the entire contents of all of which areincorporated herein by reference.

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention relates to a suspension coil spring used in asuspension mechanism of a vehicle such as a car.

2. Description of the Related Art

The suspension mechanism of a vehicle such as a car comprises, forexample, a suspension coil spring (hereinafter simply referred. to as acoil spring) , an upper spring seat, and a lower spring seat. The upperspring seat is disposed on the upper side of the coil spring. The lowerspring seat is disposed on the lower side of the coil spring. The coilspring is compressed between the upper spring seat and the lower springseat. The coil spring extends and retracts in accordance with themagnitude of a load.

As an example of the suspension mechanism, a McPherson-strut-typesuspension mechanism is known. The McPherson-strut-type suspensionmechanism includes a coil spring, and a strut (a shock absorber). Thecoil spring is arranged between. the upper spring seat and the lowerspring seat. The strut is arranged inside the coil spring. Further, thecoil spring extends and retracts in accordance with. the magnitude ofthe load, and the strut also expands and contracts.

In the McPherson-strut-type suspension mechanism, a central axis of thestrut is displaced from a line of action of force input, which isobtained by connecting a ground contact point of a tire and a strutupper end, at an angle. Accordingly, it is known that a lateral force (acomponent of force which bends the strut) affects the strut, and thislateral force increases the sliding resistance of the strut. PatentLiteratures 1 to 6 stated below disclose means for reducing the slidingresistance of the strut. In the well-known technology, a force lineposition of the coil spring is made parallel with the line of action offorce input as much as possible, so that a lateral force produced on thestrut is reduced. In the specification, the force line position may bereferred to as a load axis.

In Patent Literature 1 (JP S58-32970 Y), d diameter an end turn portionon a lower side of a coil spring is made smaller than a coil diameter ofan effective portion, and the effective portion of the coil spring isarranged at a position offset to an outer side of a vehicle relative toa central axis of a strut. However, since the effective portion of thecoil spring is offset to the outer side of the vehicle relative to thecentral axis of the strut, a space needed to arrange a suspensionmechanism including the coil spring in a vehicle body becomes large.

In Patent Literature 2 (EP 728602 A1), by bending a wire at places nearan upper end and a lower end of a coil spring, projections which contacta lower spring seat and an upper spring seat, respectively, are formedon the end portions of the coil spring. A portion extending from each ofthe projections to the corresponding end of the wire is treated as abent portion of a negative pitch (minus pitch). However, a terminal ofthe wire is a portion which cannot function as a spring. Accordingly,the mass of the coil spring is increased because of the bent portionthat is provided.

In Patent Literature 3 (JP 3515957 B), a pitch angle of an effectiveportion of the coil spring is changed in accordance with the position ofturns from an end for each turn of the wire. In this coil spring, byapplying a load transversely (i.e., in a radial direction of a coil) ina usage state in which the coil spring is fitted to a suspensionmechanism, an initial lateral force and a moment are produced. Further,in this state, by firmly holding both ends of the coil spring to anupper spring seat and a lower spring seat, respectively, the coil springis compressed while maintaining this state. For this reason, withrespect to the coil spring of Patent Literature 3, a preload needs to beapplied transversely (the radial direction of the coil) when it isfitted to the suspension mechanism. Consequently, fitting of the coilspring to the suspension mechanism is not easy. Moreover, since an endturn portion which does not function as a spring exists in each of theboth ends of the coil spring, the mass of the coil spring is increasedby these end turn portions.

In Patent Literature 4 (JP 4336203 B) , a plurality of projections areformed on an end turn portion of a coil spring, and the wire made tocontact different projections according to a load applied to the coilspring. For example, in accordance with increase of the load, theprojection on the farther side from an end of the wire contacts thespring seat. Accordingly, when a load applied to the coil spring ischanged, a position of contact between the end turn portion and thespring seat is changed. Therefore, a force line position (load axis) isalso changed.

In a coil spring of Patent Literature 5 (JP 2013-173536 A) , the coilspring is arranged offset to an outer side of a vehicle with respect toa central axis of a strut. Accordingly, a space needed for arranging asuspension mechanism including the coil spring in a vehicle body isincreased.

In a coil spring of Patent Literature 6 (JP 2014-237431 A), an end turnportion of a negative pitch (a reverse pitch), which does not functionas a spring, is provided on each of the upper end and lower end of thecoil spring. Accordingly, the mass of the coil spring is increased bythe above negative pitch end turn portions.

Depending on a vehicle, there may be a case where the force lineposition (load axis) of the coil spring is desired to be inclined in anaimed direction with respect to the coil central axis also in asuspension mechanism other than the McPherson-strut-type suspensionmechanism.

BRIEF SUMMARY OF THE INVENTION

Accordingly, an object of the present invention is to provide asuspension coil spring whose force line position can be inclined in adesired direction with respect to the coil central axis, and whoseweight can be reduced.

One embodiment of the present invention relates to a suspension coilspring which is formed of a helically wound wire, and is compressedbetween an upper spring seat and a lower spring seat, in which thesuspension coil spring includes: a winding end portion of a positivepitch at an upper portion of the wire, and aterminal-point-strong-abutting-portion, which contacts the upper springseat at one point at a position deviated away from a coil central axisin a radial direction of the coil, at a distal end of the winding endportion. Further, the suspension coil spring includes an end turnportion, which contacts the lower spring seat at a position opposite tothe terminal-point-strong-abutting-portion (for example, an outer sideof a vehicle), at a lower portion of the wire.

According to this embodiment, it is possible to incline the force lineposition of the suspension coil spring in a direction desired for thesuspension mechanism. For example, in the case of a McPherson-strut-typesuspension mechanism, since the force line position of the coil springcan be made parallel with the line of action of load input, a lateralforce and a bending moment produced on the strut can be reduced. Also,an end turn portion, which does not function as a spring, can beeliminated in at least one of the upper part and the lower part of thecoil spring (i.e., the part provided with theterminal-point-strong-abutting-portion), whereby weight reduction isenabled.

In this embodiment, the terminal-point-strong-abutting-portion maycontact the upper spring seat at a position deviated to an inner side ofthe vehicle with respect to the coil central axis. In order to protectthe spring seat, etc., the positive pitch winding end portion may have apitch angle which allows a region extending to 0.4 turns from a distalend of the wire (the terminal-point-strong-abutting-portion) to contactthe upper spring seat in a state in which a load is applied. Also, theterminal-point-strong-abutting-portion may be provided with a protectiontip, and the upper spring seat with which the protection tip comes intocontact may comprise a receiving portion such as a wear-resistantportion. Further, the embodiment may be structured such that the endturn portion is formed at a position deviated to the outer side of thevehicle, and that the end turn portion has a negative pitch when nocompressive load is applied, and is deformed to have a positive pitch bybeing pressed by the lower spring seat when a load is applied.

In another embodiment, a winding end portion of a positive pitch isprovided at a lower portion of the wire, aterminal-point-strong-abutting-portion, which contacts the lower springseat at one point at a position deviated to the outer side of thevehicle with respect to the coil central axis, is provided at a distalend of the winding end portion, and an end turn portion, which contactsthe upper spring seat at a position deviated to the inner side of thevehicle, is provided at the upper portion of the wire.

Additional objects and advantages of the invention will be set forth inthe description which follows, and in part will be obvious from thedescription, or may be learned by practice of the invention. The objectsand advantages of the invention may be realized and obtained by means ofthe instrumentalities and combinations particularly pointed outhereinafter.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

The accompanying drawings, which are incorporated in and constitute apart of the specification, illustrate embodiments of the invention, andtogether with the general description given above and the detaileddescription of the embodiments given below, serve to explain theprinciples of the invention.

FIG. 1 is a vertical cross-sectional view of a suspension mechanismaccording to a first embodiment.

FIG. 2 is a perspective view of a coil spring of the suspensionmechanism shown in FIG. 1.

FIG. 3 is a side view showing a terminal-point-strong-abutting-portionof a coil spring according to a second embodiment.

FIG. 4 is a side view showing a terminal-point-strong-abutting-portionof a coil spring according to a third embodiment.

FIG. 5 is a side view showing a lower part of a coil spring according toa fourth embodiment.

FIG. 6 is a side view schematically showing a state in which the coilspring shown in FIG. 5 is compressed between an upper spring seat and alower spring seat. FIG. 7 is a vertical cross-sectional view of asuspension mechanism according to a fifth embodiment.

DETAILED DESCRIPTION OF THE INVENTION

A suspension coil spring according to a first embodiment will now bedescribed with reference to FIGS. 1 and 2.

FIG. 1 shows a McPherson-strut-type suspension mechanism 11 provided ina vehicle body 10 (partly shown), which is an example of a suspensionmechanism for vehicles. The suspension mechanism 11 comprises a coilspring (a compression coil spring) 12, an upper spring seat 13, a lowerspring seat 14, a shock absorber 15 which functions as a strut, a mountmember 16, a bracket 18, etc. The upper spring seat 13 is disposed onthe upper side of the coil spring 12. The lower spring seat 14 isdisposed on the lower side of the coil spring 12. An upper end of theshock absorber 15 is mounted on the vehicle body 10 by the mount member16. A knuckle member 17 is fixed to the bracket 18. The shock absorber15 includes a cylinder 15 a and a rod 15 b. An axis X_(S) of the shockabsorber 15 is inclined by angle θ1 with respect to a vertical line Hextending vertically.

As shown in FIG. 1, the coil spring 12 is fitted onto the vehicle body10 in such a state that it is compressed between the upper spring seat13 and the lower spring seat 14 (i.e., a state in which a preload isapplied). The coil spring 12 elastically supports the compressive loadapplied from above the vehicle 10. The coil spring 12 and the shockabsorber 15 are extended and retracted between a full bump (the maximumcompression state) and a full rebound (the maximum expansion state) inaccordance with the magnitude of the load.

A load applied from above the suspension mechanism 11 is supported by awheel (a tire) via the knuckle member 17. A line of action of load inputL1 forms an angle of θ2 to a vehicle-outer-side V_(out) with respect tothe axis X_(S) of the shock absorber 15 in light of the relationshipwith a ground contact point, of the tire. A lateral force is produced onthe shock absorber 15 by this angle θ2. Since the lateral force becomesa cause of increasing friction of the shock absorber 15, it is desiredto reduce the lateral force.

FIG. 2 schematically illustrates the coil spring 12 arranged between theupper spring seat 13 and the lower spring seat 14. The coil spring 12 ismounted on the vehicle body 10 in an assembly state of being compressedbetween the upper spring seat 13 and the lower spring seat 14. When acompressive load P is applied in a direction along a coil central axisX1, the coil spring 12 is deformed in a direction of making the lengthof the coil spring 12 shorter than the free length (i.e., the length ina state where no load is applied).

An example of the coil spring 12 is formed of an element (a wire 30)made of spring steel having a circular cross section. The wire 30 isformed in a helical shape. An example of the coil spring 12 is acylindrical coil spring. However, depending on the specification of avehicle, various forms of compression coil springs, such as abarrel-shaped coil spring, an hourglass coil spring, a tapered coilspring, a variable pitch coil spring, and the other shaped springs, canbe adopted. A coating film for rust prevention is formed on the entireouter surface of the wire 30.

The wire 30 of the coil spring 12 includes an upper portion 12 a and alower portion 12 b. A coil body portion 12 c wound helically at a pitchangle e is formed between the upper portion 12 a and the lower portion12 b. The pitch angle α may be varied in the direction along the coilcentral axis X1. Alternatively, the pitch angle α may be substantiallyconstant in the direction along the coil central axis X1. The coilcentral axis X1 passes through substantially the center of the coil bodyportion 12 c.

At the upper portion 12 a of the coil spring 12, a winding end portion31 of a positive pitch (i.e., a positive pitch angle α1 as shown in FIG.2) is formed. A terminal-point-strong-abutting-portion 35 is formed at adistal end (an upper end) of the winding end portion 31. Theterminal-point-strong-abutting-portion 35 contacts the upper spring seat13 at one point. In other words, theterminal-point-strong-abutting-portion 35 is in contact with the upperspring seat 13 at a position deviated away from the coil central axis X1in a radial direction of the coil, more specifically, to avehicle-inner-side V_(in), by a distance Y1. At a contact portion of theupper spring seat 13 and the terminal-point-strong-abutting-portion 35,a wear-resistant force transmission portion 37 (FIG. 1) shouldpreferably be provided.

An end turn portion 40 is formed at the lower portion 12 b of the coilspring 12. The number of turns of the end turn portion 40 is, forexample, 0.5 or so. The end turn portion 40 is in contact with the lowerspring seat 14 at a position deviated to the vehicle-outer-side V_(out)with respect to the coil central axis X1. More specifically, the endturn portion 40 includes a first portion 40 a and a second portion 40 b.The first portion 40 a is always in contact with the spring seat 14irrespective of the magnitude of the load P. Thus, the first portion 40a is a portion (non-effective portion) which does not function as aspring. The second portion 40 b is separated from the spring seat 14when the load P is small, and contacts the spring seat 14 when it islarge.

The coil spring 12 of the present embodiment is compressed between. theterminal-point-strong-abutting-portion 35 and the end turn portion 40.The terminal-point-strong-abutting-portion 35 contacts the upper springseat 13 at a position deviated to the vehicle-inner-side V_(in). The endturn portion 40 contacts the lower spring seat 14 at a position deviatedto the vehicle-outer-side V_(out). Consequently, a force line positionFLP is inclined in a direction along the line of action of force inputLi (FIG. 1) at an angle of θ3 (FIG. 2) with respect to the coil centralaxis X1. The force line position FLP is a center line of a repulsiveload of the coil spring 12. Since the force line position FLP isinclined in the direction along the line of action of force input L1, acomponent of force directed to the vehicle-outer-side V_(out) isproduced at an upper end of the coil spring 12. The component of forceis effective in canceling a bending moment which is produced on theshock absorber 15.

Moreover, in the coil spring 12 of the present embodiment, the upperportion 12 a contacts the upper spring seat 13 via theterminal-point-strong-abutting-portion 35. For this reason, an end turnportion (i.e., a portion which does not function as a spring) is notrequired in the upper portion 12 a of the coil spring 12. Morespecifically, with respect to the coil spring 12 of the presentembodiment, almost the entire length of the coil spring 12 excluding thelower end turn portion 40 can be used as an effective portion of thespring. Thus, the mass can be reduced as compared to a conventionalspring having an end turn portion on each of an upper end and a lowerend. Note that when the compressive load P is increased, the wire can bebrought into intimate contact for a certain length from theterminal-point-strong-abutting-portion 35. Also in this case, a load issubstantially concentrated on the terminal-point-strong-abutting-portion35.

The winding end portion 31 of the positive pitch may have its pitchangle in the free state determined so that the spring seat 13, etc., canbe protected in a state where a compressive load is applied to the coilspring 12. The pitch angle of the winding end portion 31 may bedetermined such that a region extending to 0.4 turns from theterminal-point-strong-abutting-portion 35 at a distal end of the wire30, for example, contacts the spring seat 13.

FIG. 3 shows a part of a coil spring 12 according to a secondembodiment. A terminal-point-strong-abutting-portion 35 is formed at adistal end of the coil spring 12. A protection tip 50 as an example of aforce transmission portion 37 is provided at theterminal-point-strong-abutting-portion 35. An example of the protectiontip 50 is a wear-resistant tip formed of a material whose hardness isgreater than that of a wire 30, and which is hard to wear (for example,cemented carbide, high-speed steel, or titanium alloy). Thiswear-resistant tip is arranged on a distal end of the wire 30.Alternatively, an elastomer such as urethane, rubber, or a polymericmaterial (resin) may be used for the material of the protection tip 50.

On a surface of a spring seat 13 where the protection tip 50 contacts, areceiving portion 51 for a wear-resistant member, etc., is formed. Thereceiving portion 51 may include a solid lubricant such as graphite.Since the other structures and functions have commonalities with thoseof the coil spring 12 of the first embodiment (FIGS. 1 and 2), commonreference numbers are assigned to parts in common with the firstembodiment, and explanation of such parts is omitted.

FIG. 4 shows a part of a coil spring 12 according to a third embodiment.A terminal-point-strong-abutting-portion 35 is formed at a distal end ofthe coil spring 12. A protection tip 50 is provided at theterminal-point-strong-abutting-portion 35. On a surface of a spring seat13 where the protection tip 50 contacts, a receiving portion 51 for awear-resistant member, etc., is provided. A recess 52 into which aspherical portion of the protection tip 50 is rotatably fitted may beformed on the receiving portion 51. Since the other structures andfunctions have commonalities with those of the coil spring 12 of thesecond embodiment, common reference numbers are assigned to parts incommon with the second embodiment, and explanation of such parts isomitted.

FIG. 5 is a side view showing a part of a coil spring 12 according to afourth embodiment. FIG. 6 is a side view schematically showing a statein which the coil spring 12 shown in FIG. 5 is compressed between anupper spring seat 13 and a lower spring seat 14. Aterminal-point-strong-abutting-portion 35 is provided at an upper end ofthe coil spring 12. The terminal-point-strong-abutting-portion 35contacts the upper spring seat 13 at one point at a position deviated toa vehicle-inner-side V_(in) with respect to a coil central axis X1.

As shown in FIG. 5, an end turn portion 55 is formed at the lower partof the coil spring 12. The end turn portion 55 has a negative pitch inthe free state in which no load is applied. The end turn portion 55 ofthe negative pitch forms a negative angle (−α) with respect to a linesegment L2 orthogonal to the coil central axis X1. A portion excludingthe end turn portion 55 has a positive pitch of pitch angle α2. The endturn portion 55 on the lower side is supported at a position deviated toa vehicle-outer-side V_(out) with respect to the coil central axis X1 bya supporting surface 14 a of the lower spring seat 14, as shown in FIG.6. The supporting surface 14 a of the lower spring seat 14 forms apositive inclination angle β. When the coil spring 12 is compressedbetween the spring seats 13 and 14 by a load P, the end turn portion 55is elastically deformed in the positive pitch at a glance, in accordancewith the inclination angle β of the supporting surface 14 a. Also withthe coil spring 12 as described above, a force line position (a loadaxis) FLP can be inclined in a direction along a line of action of forceinput.

FIG. 7 shows a suspension mechanism 11′ according to a fifth embodiment.At a distal end of a winding end portion 60 on the lower part of a coilspring 12, a terminal-point-strong-abutting-portion 35′ is formed. Theterminal-point-strong-abutting-portion 35′ is in contact with a lowerspring seat 14 at a position deviated to a vehicle-outer-side V_(out)with respect to a coil central axis. An end turn portion 61 formed atthe upper part of the coil spring 12 is in contact with an upper springseat 13 at a position deviated to a vehicle-inner-side V_(in) withrespect to the coil central axis. When the distal end of the lowerwinding end portion 60 is directed toward the outer side of the vehicleas in this embodiment, by forming theterminal-point-strong-abutting-portion 35′ on the distal end of thewinding end portion 60, a force line position (a load axis) can beinclined in a desired direction.

The winding end portion 60 of a positive pitch may have its pitch anglein the free state determined so that the spring seat 14, etc., can beprotected in a state where a compressive load is applied to the coilspring 12. The pitch angle of the winding end portion 60 may bedetermined such that a region extending to 0.4 turns from theterminal-point-strong-abutting-portion 35′ at a lower end of a wire 30,for example, contacts the spring seat 14. A protection tip 50 and areceiving portion 51 shown in FIG. 3 or FIG. 4 may be provided at theterminal-point-strong-abutting-portion 35′.

According to the suspension mechanism 11′ shown in. FIG. 7, the lowerpart of the coil spring 12 is supported by the lower spring seat 14 viathe terminal-point-strong-abutting-portion 35′. Accordingly, there is noneed to provide an end turn portion on the lower part of the coil spring12. According to this structure, it is possible to avoid the risk of thecoil spring being damaged by hard foreign substances such as sand beingtrapped between the lower spring seat and the end turn portion. Sincethe other structures and functions have commonalities with those of thesuspension mechanism 11 of the first embodiment (FIGS. 1 and 2), commonreference numbers are assigned to parts in common with the firstembodiment, and explanation of such parts is omitted.

Depending on the specification of a suspension, a lateral force may beproduced when the force line position (load axis) of the coil spring isinclined in a longitudinal direction of the vehicle. When this lateralforce affects the vehicle performance, the lateral force may be canceledby arranging the terminal-point-strong-abutting-portion such that theforce line position comes to a neutral position in the longitudinaldirection.

Needless to say, in carrying out the present invention, not only thespecific shape and arrangement of the coil spring, but also the positionand shape of the terminal-point-strong-abutting-portion, and the shape,arrangement, etc., of the upper spring seat and the lower spring seatwhich constitute the suspension system may be modified variously. Thepresent invention can be applied to a suspension mechanism of a vehicleother than cars. Also, the present invention can be applied to a coilspring of a suspension system other than the McPherson-strut-typesuspension.

Additional advantages and modifications will readily occur to thoseskilled in the art. Therefore, the invention in its broader aspects isnot limited to the specific details and representative embodiments shownand described herein. Accordingly, various modifications may be madewithout departing from the spirit or scope of the general inventiveconcept as defined by the appended claims and their equivalents.

What is claimed is:
 1. A suspension coil spring which is formed of ahelically wound wire, and is compressed between an upper spring seat anda lower spring seat, the suspension coil spring comprising: a windingend portion of a positive pitch provided at an upper portion of thewire, a terminal-point-strong-abutting-portion provided at a distal endof the winding end portion, the terminal-point-strong-abutting-portioncontacting the upper spring seat at one point at a position deviatedaway from a coil central axis in a radial direction of the coil; and anend turn portion provided at a lower portion of the wire, the end turnportion contacting the lower spring seat at a position deviated to aside opposite to a side that the terminal-point-strong-abutting-portion.2. The suspension coil spring of claim 1, wherein theterminal-point-strong-abutting-portion contacts the upper spring seat ata position deviated to an inner side of a vehicle with respect to thecoil central axis.
 3. The suspension coil spring of claim 1, wherein thepositive pitch winding end portion has a pitch angle which allows aregion extending to 0.4 turns from a distal end of the wire to contactthe upper spring seat in a state where a load is applied.
 4. Thesuspension coil spring of claim 2, wherein the positive pitch windingend portion has a pitch angle which allows a region extending to 0.4turns from a distal end of the wire to contact the upper spring seat ina state where a load is applied.
 5. The suspension coil spring of claim1, wherein a protection tip is provided on theterminal-point-strong-abutting-portion, and the upper spring seat withwhich the protection tip comes into contact comprises a receivingportion.
 6. The suspension coil spring of claim 2, wherein a protectiontip is provided on the terminal-point-strong-abutting-portion, and theupper spring seat with which the protection tip comes into contactcomprises a receiving portion.
 7. The suspension coil spring of claim 2,wherein the end turn portion is formed at a position deviated to anouter side of the vehicle, and that the end turn portion has a negativepitch in a state where no compressive load is applied, and is deformedto have a positive pitch by being pressed by the lower spring seat in astate where a load is applied.
 8. The suspension coil spring of claim 3,wherein the end turn portion is formed at a position deviated to anouter side of the vehicle, and that the end turn portion has a negativepitch in a state where no compressive load is applied, and is deformedto have a positive pitch by being pressed by the lower spring seat in astate where a load is applied.
 9. The suspension coil spring of claim 4,wherein the end turn portion is formed at a position deviated to anouter side of the vehicle, and that the end turn portion has a negativepitch in a state where no compressive load is applied, and is deformedto have a positive pitch by being pressed by the lower spring seat in astate where a load is applied.
 10. The suspension coil spring of claim5, wherein the end turn portion is formed at a position deviated to anouter side of the vehicle, and that the end turn portion has a negativepitch in a state where no compressive load is applied, and is deformedto have a positive pitch by being pressed by the lower spring seat in astate where a load is applied.
 11. The suspension coil spring of claim6, wherein the end turn portion is formed at a position deviated to anouter side of the vehicle, and that the end turn portion has a negativepitch in a state where no compressive load is applied, and is deformedto have a positive pitch by being pressed by the lower spring seat in astate where a load is applied.
 12. A suspension coil spring which isformed of a helically wound wire, and is compressed between an upperspring seat and a lower spring seat, the suspension coil springcomprising: a winding end portion of a positive pitch provided at alower portion of the wire, a terminal-point-strong-abutting-portionprovided at a distal end of the winding end portion, theterminal-point-strong-abutting-portion contacting the lower spring seatat one point at a position deviated to an outer side of a vehicle withrespect to a coil central axis; and an end turn portion provided at anupper portion of the wire, the end turn portion contacting the upperspring seat at a position deviated to an inner side of the vehicle. 13.The suspension coil spring of claim 12, wherein a protection tip isprovided on the terminal-point-strong-abutting-portion, and the lowerspring seat with which the protection tip comes into contact comprises areceiving portion.
 14. The suspension coil spring of claim 12, whereinthe positive pitch winding end portion has a pitch angle which allows aregion extending to 0.4 turns from a lower end of the wire to contactthe lower sprint seat in a state where a load is applied